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(11) | EP 0 205 041 B2 |
| (12) | NEW EUROPEAN PATENT SPECIFICATION |
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Method and apparatus for vehicle speed control Methode und Vorrichtung zur Geschwindigkeitsregelung von Fahrzeugen Méthode et dispositif pour la régulation de la vitesse d'un véhicule |
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[0001] This invention relates to a method and apparatus for controlling the speed of travelling of an automobile vehicle as indicated in the first parts of independent claims 1 and 5 respectively.
[0003] US-A-4 190 026 discloses a method and apparatus for maintaining an automobile at a preselected command speed. The apparatus includes a first com- paratorwhich produces a first error signal proportional to an error between actual and command values of automobile speed. The first error signal is applied to an amplifier to control the throttle valve position in a manner to maintain the automobile at the command signal. For the purpose of eliminating the tendency towards hunting, which results in fluctuations of throttle valve position around the command speed, a second comparator is interposed between the first comparator and the amplifier. Second comparator receives another input from an intake air flow sensor and produces a second error signal proportional to an error between the first error signal and the sensor signal from the intake air flow sensor. However, this known apparatus cannot be readily transferred from one type of automobile to another having different running characteristics without requiring changes in various circuit parameters, for example the gain of the amplifier.
[0004] GB-A-2 141 269 discloses a vehicle speed control apparatus for maintaining a vehicle at a target speed. The apparatus includes a deviation detecting circuit which produces an error signal proportional to an error between the actual vehicle speed value and the vehicle speed target value fed from a memory. The error signal is fed to a signal processing circuit where the amount of fuel to be injected is controlled in PID control mode in accordance with the error signal. The PID control constants used in the signal processing circuit are derived from a setting device which determines the PID control constants from a relationship stored in the read only memory. The relationship, which defines these PID control constants as a function of vehicle speed and engine load, is set and cannot be varied to compensate for changes in the running characteristics in the vehicle.
[0005] DE-A-29 21 214 discloses a vehicle speed control apparatus for controlling a vehicle at a target speed. The apparatus includes a comparator which produces an error signal proportional to an error between actual and command values of vehicle speed. The error signal is used to control an adjusting device for changing the position of the throttle valve. The position of the adjusting device is monitored to change the characteristic of operation of the adjusting device from one to another in order to stabilize the vehicle speed control. However, these characteristics of operation of the adjusting device are set and cannot be varied to compensate for changes in the running characteristics in the vehicle.
[0006] In order to improve the control characteristic of the vehicle speed automatic control apparatus, it is required to increase the speed of response to occurrence of a deviation between the demand and actual vehicle speeds and also to minimize the tendency toward hunting which results in repeated deviation of the vehicle travelling speed from the demand value in a short time. It is understood, of course, that the control characteristic is greatly dependent on the vehicle running characteristic which differs from one vehicle type to another.
[0007] Therefore, it is the object of the invention to provide a vehicle speed control method and apparatus applicable commonly in various types of vehicle without any degradation in control stability and response speed.
Brief description of the drawings
[0009] The present invention will be described in greater detail by reference to the following description taken in connection with the accompanying drawings, in which:
Fig. 1 is a schematic diagram showing one embodiment of a vehicle speed control apparatus made in accordance with the present invention; and
Fig. 2 is a flow diagram illustrative of the operation of the digital computer used in the control circuit of Fig. 1.
Detailed description of the preferred embodiments
[0010] With reference to the drawings and in particular to Fig. 1, there is shown a schematic block diagram of an automotive vehicle speed control apparatus embodying the present invention. In Fig. 1, the reference numeral 24 designates a variable positionable throttle valve which is mounted as for rotation with a throttle shaft within an air induction passage for controlling the flow of air to the engine so as to adjust the speed of rotation of the engine. The throttle valve 24 is moved selectively by an accelerator pedal 26 or a throttle valve actuator 22. In a manual control mode, the accelerator pedal 26 is drivingly associated with the throttle valve 24 to move the throttle valve with the movement of the accelerator pedal. In an automatic control mode, the throttle valve actuator 22 is drivingly associated with the throttle valve 24 to move the throttle valve in a manner to maintain the automotive vehicle at a constant travelling speed. The throttle valve actuator 22 is electrically controlled and it determines the setting of the throttle valve 24 which in turn, determines the amount of air admitted to the engine. A throttle valve position sensor 28 generates a signal V2 corresponding to the degree of opening of the throttle valve 28. The throttle valve position sensor 28 may include a potentiometer which has a wiper arm drivingly connected to the throttle shaft for generating a voltage signal corresponding to the degree of opening of the throttle valve 24. A vehicle speed sensor 20 generates a signal V1 corresponding to the speed of travelling of the automotive vehicle.
[0011] The sensor signals V1 and V2 are applied to a control circuit 16. The control circuit 16 is powered from a standard vehicle battery 10 through a series circuit of an ignition switch 12 and a power switch 14. The control circuit 16 receives a set signal S from a set signal generator. The set signal generator may include a set switch 18 which is manually closed to supply current from the vehicle battery 10 so as to change the set signal S from a logic 0 level to a logic 1 level. The control circuit 16 operates in an automatic control mode to maintain the automotive vehicle at a demand or target travelling speed when the set signal S is at the logic 1 level. The control circuit 16 also receives a reset signal R from a reset signal generator. The reset signal generator changes the reset signal R from a logic 0 level to a logic 1 level when the accelerator pedal 26 is released or depressed. The reset signal generator may include a brake switch which is responsive to the application of braking to the vehicle to close to supply current from the vehicle battery 10 so as to change the reset signal Rfrom the logic 0 level to the logic 1 level. The brake switch is effective to detect when the accelerator pedal is released. The control circuit 16 changes its operation from the automatic control mode to the manual control mode when the reset signal R changes to the logic 1 level. In the manual control mode, where the throttle valve 24 is moved in response to movement of the accelerator pedal 26, the control circuit 16 samples actual values of vehicle travelling speed and throttle valve position at time intervals to determine a running characteristic which defines throttle valve position in relation to vehicle travelling speed.
[0012] In the automatic control mode, the control circuit 16 produces a control signal Sc to the throttle valve actuator 22 for controlling the position of the throttle valve 24 in a manner to maintain the automotive vehicle at a demand travelling speed. For this purpose, the control circuit determines a value corresponding to the control signal from the determined running characteristic in accordance with a demand value for vehicle travelling speed.
[0013] The control circuit 16 may employ an LSI circuit (large scale integrated circuit) forming therein a digital computer which shall be regarded as including an analog-to-digital converter, a central processing unit, a memory, a timer, and a digital-to-analog converter. The analog-to-digital converter receives the analog signal V2 from the throttle-valve position sensor 28 and converts it into a corresponding digital signal for application to the central processing unit. The memory contains the program for operating the central processing unit and further contains appropriate data in look-up tables used in calculating appropriate values for the position of the throttle valve 24. The look-up table may be obtained experimentally or derived empirically. The central processing unit may be programmed in a known manner to interpolate between the data at different entry points if desired. Control words specifying a desired throttle valve position are periodically transferred by the central processing unit to the digital-to-analog converter. The digital-to-analog converter converts the transferred information into analog form and applies a control signal to the throttle actuator 22 for controlling the position of the throttle valve 24.
[0014] Fig. 2 is a flow diagram of the programming of the digital computer used in the control circuit 16. The computer program is entered at the point 202 when the power switch 14 is turned on to apply power to the control circuit 16. At the point 204 in the program, the control circuit components are initialized. This initializer routine includes placing the throttle valve actuator 22 out of operation and resetting a flag F to zero. At the point 206, a determination is as to whether or not the flag F is zero. If the answer to this question is "yes", then the program proceeds to another determination point 208. This determination is as to whether or not the set signal S is at the logic 0 level. If the answer to this question is "yes", then it means that the set switch 18 is open and the program proceeds to the point 210. At the point 210 in the program, the signals V1 and V2 are read into the computer memory. At the point 212, the central processing unit determines a running characteristic from the sampled values for vehicle speed and throttle valve position, the running characteristic defining throttle valve position as a function of vehicle travelling speed. At the point214, the central processing unitanalizes the determined running characteristic to determine constants K1 and K2 used in calculating a value corresponding to the control signal Sc. Following this, the program returns to the point 206.
[0015] As long as the set switch 18 remains open to operate the control circuit 16 in the manual control mode, these routines are repeated to sample the actual values for vehicle travelling speed and throttle valve position at time intervals and use the sampled data so as to determine a running characteristic or a relationship which defines throttle valve position in relation to vehicle travelling speed. This running characteristic is analyzed to determine constants K1 and K2 used in calculating a value corresponding to the control signal Sc.
[0016] To operate the control circuit 16 in the automatic control mode so as to maintain the automotive vehicle at a demand speed set by the depression of the accelerator pedal 26, he may close the set switch 18. This operation causes a change of the set signal S from the logic 0 level to the logic 1 level. Consequently, the program proceeds from the point 208 to the point 216 where the flag F is set to 1. At the point 218 in the program, the signal V1 is sampled and read, as a vehicle travelling speed demand value Vo, into the computer memory. Following this, the program proceeds to the point 220 where a determination is made as to whether or not the reset signal R is at the logic 1 level. If the answer to this question is "no", then the program proceeds to the point 222 where the signal V1 is read, as a vehicle travelling speed actual value V, into the computer memory. At the point 224 in the program, the central processing unit calculates a deviation between the demand and actual values of vehicle travelling speed. At the point 226, the central processing unit calculates a value corresponding to the control signal SC required to bring the throttle valve 24 to a new setting so as to adjust the speed of rotation of the engine in a direction zeroing the deviation AV. The value is calculated as
where AV is the calculated deviation and K1 and K2 are constants calculated at the point 214 in the program. It is to be understood that the constant K1 corresponds to the proportional gain of an integral-plus- proportional control circuit (IP control circuit) and the constant K2 corresponds to the integral gain thereof.
[0017] At the point 228 in the program, the calculated new setting information is transferred to the digital-to-analog converter which thereby produces a control signal Sc to the throttle valve actuator 22 for moving the throttle valve 22 to the new setting so as to reduce the deviation AV to zero. Following this, the program returns to the point 206. Since the flag F has been set at 1 at the point 216 in the previous program execution cycle, the program proceeds from the point 206 to the point 220. The program proceeds through the points 222, 224, 226 and 228 repetitively at time intervals to provide feedback control of the vehicle travelling speed to the demand value Vo.
[0018] To change the control circuit 16 from the automatic control mode to the manual control mode, the operator may depress the brake pedal or the accelerator pedal 26. This operation causes a change of the reset signal R from the logic 0 level to the logic 1 level. As a result, the program proceeds from the point 220 to the point 230 where the operation of the throttle valve actuator 22 is released. This releasing operation permits movement of the throttle valve 24 with movement of the accelerator pedal 26. At the point 232 in the program, the flag F is reset to zero. Following this, the program returns to the point 210.
[0019] The vehicle travelling speed is adjusted under proportional plus integral control using proportional and integral gains determined from a running characteristic detected from actual values of throttle valve position and vehicle travelling speed sampled during vehicle travelling. It is, therefore, possible to use the vehicle speed control method and apparatus commonly for various types of vehicle without any degradation in control stability and response speed. In addition, since the running characteristic is determined from latest values of throttle valve position and vehicle travelling speed sampled just before the control circuit is changed into the automatic control mode, the control accuracy is independent of transmission gear ratio and/or loaded weight changes.
[0020] Although the control signal is derived from a deviation between demand and actual values of vehicle travelling speed under proportional plus integral control, it is to be noted that the control signal may be derived from a higher level calculation. In addition, although the control circuit determines the constants for use in calculating a value corresponding to the control signal Sc from a running characteristic derived from values of vehicle travelling speed and throttle valve position sampled in a manual control mode, it is to be noted that the control circuit may be arranged to perform the operation of determining the constants in an automatic control mode.
said vehicle being travelling either in a manual mode where said accelerator pedal
(26) is associated with said throttle valve (24) to move said throttle valve with
movement of said accelerator pedal (26) or being travelling in an automatic control
mode where said actuator (22) is associated with said throttle valve (24) to move
said throttle valve;
comprising the steps of:
detecting a demand value of vehicle travelling speed;
generating a first electrical signal (V1) indicative of the speed of travelling of said vehicle;
generating a second electrical signal (V2) indicative of the degree of opening of
said throttle valve (24);
characterized by
determining a throttle valve position value corresponding to said control signal (Sc) from a running characteristic in accordance with said detected demand value of vehicle travelling speed, thereby maintaining said vehicle at said demanded travelling speed when said vehicle is travelling in an automatic control mode;
while said vehicle is travelling in a manual mode, repeatedly sampling at time intervals actual values of said first and second electrical signals (V1, V2) representing actual values of vehicle travelling speed and throttle valve position, reading said sampled actual values into a memory to accumulate a number of sets of said actual values and to determine from said sampled values said running characteristic which defines throttle valve position in relation to vehicle travelling speed.
calculating a deviation between the demand and actual values of vehicle travelling speed; and
calculating said value corresponding to said control signal as a function of said calculated deviation, said function being derived from said determined running characteristic, thereby zeroing said deviation.
determining constants K1 and K2 from said determined running characteristic;
calculating a deviation AV between the demand and actual values of vehicle travelling speed; and
calculating said value corresponding to said control signal as
generating a set signal (S);
sampling an actual value of vehicle travelling speed in response to said set signal; and
setting said vehicle travelling speed demand value at said actual value sampled substantially upon generation of said set signal.
a control circuit (16) for generating a control signal (Sc) for an actuator (22) for controlling said throttle valve (24) to maintain said vehicle at a demanded travelling speed while said vehicle is travelling in an automatic control mode where said actuator is associated with said throttle valve to move said throttle valve;
a first signal source (20) for generating a first electrical signal indicative of the speed of travelling of said vehicle;
a second signal source (28) for generating a second electrical signal (V2) indicative of the degree of opening of said throttle valve (24);
said control circuit including means for detecting a demande value of vehicle travelling
speed;
characterized by
said control circuit further including means for determining a throttle valve position value corresponding to said control signal (Sc) from a running characteristic in accordance with said detected demand value of vehicle travelling speed;
means included in said control circuit (16) for repeatedly sampling said first and second electrical signals (V1, V2), reading said sampled actual values of vehicle travelling speed and throttle valve position into a memory while said vehicle is travelling in a manual mode to accumulate a number of sets of said actual values, the actual values read into the memory determining said running characteristic which defines throttle valve position in relation to vehicle travelling speed.
das Fahrzeug entweder in einer vom Fahrer betätigten Betriebsweise, bei der das Beschleunigungspedal (26) dem Drosselventil (24) zugeordnet ist, um das Drosselventil mit der Bewegung des Beschleunigungspedals (26) zu bewegen, oder in einer automatischen Betriebsweise fährt, bei der die Betätigungseinrichtung (22) dem Drosselventil (24) zugeordnet ist, um das Drosselventil zu bewegen;
mit den Schritten:
Erfassen eines Anforderungswertes der Fahrgeschwindigkeit des Fahrzeuges;
Erzeugen eines ersten elektrischen Signals (V1), das die Fahrgeschwindigkeit des Fahrzeuges angibt;
Erzeugen eines zweiten elektrischen Signals (V2), das den Öffnungsgrad des Drosselventils (24) angibt;
gekennzeichnet durch
Bestimmen eines Drosselventilstellungswertes, der dem Steuersignal (Sc) entspricht, aus einer Fahrkennlinie nach Maßgabe des erfaßten Anforderungswertes
der Fahrzeugfahrgeschwindigkeit, wodurch das Fahrzeug auf der angeforderten Fahrgeschwindigkeit
gehalten wird, wenn das Fahrzeug in der automatischen Betriebsweise fährt;
während, wenn das Fahrzeug in einer fahrerbetätigten Betriebsweise fährt, zu Zeitintervallen wiederholt Istwerte der ersten und zweiten elektrischen Signale (V1, V2) abgetastet werden, die Istwerte der Fahrzeugfahrgeschwindigkeit und der Drosselventilstellung angeben, die abgetasteten Istwerte in einen Speicher eingelesen werden, um eine Anzahl von Sätzen der Istwerte anzusammeln und aus den abgetasteten Werten die Fahrkennlinie zu bestimmen, die die Drosselventilstellung in bezug zur Fahrzeugfahrgeschwindigkeit definiert.
Berechnen des dem Steuersignal entsprechenden Wertes als eine Funktion der berechneten Abweichung, wobei die Funktion von dem bestimmten Fahrzustand abgeleitet wird, wodurch die Abweichung zu Null gemacht wird.
Berechnen einer Abweichung AV zwischen der Anforderung und den Istwerten der Fahrgeschwindigkeit des Fahrzeuges; und
Berechnen des dem Steuersignal entsprechenden Wertes als
Erzeugen eines Setzsignals (S);
Abtasten eines Istwertes der Fahrgeschwindigkeit des Fahrzeuges im Ansprechen auf das Setzsignal; und
Setzen des Anforderungswertes für die Fahrgeschwindigkeit des Fahrzeuges auf den Istwert, der im wesentlichen bei der Erzeugung des Setzsignales abgetastet wird.
einer Steuerschaltung (16) zum Erzeugen eines Steuersignals (Sc) für eine Betätigungseinrichtung (22) zum Steuern des Drosselventils (24), um das Fahrzeug auf einer angeforderten Fahrgeschwindigkeit zu halten, während das Fahrzeug in einer automatischen Betriebsweise fährt, bei der die Betätigungseinrichtung dem Drosselventil zugeordnet ist, um das Drosselventil zu bewegen;
einer ersten Signalquelle (20) zum Erzeugen eines ersten elektrischen Signals, das die Fahrgeschwindigkeit des Fahrzeuges angibt;
einer zweiten Signalquelle (28) zum Erzeugen eines zweiten elektrischen Signals (V2), das den Öffnungsgrad des Drosselventils (24) angibt, wobei
die Steuerschaltung eine Einrichtung zum Erfassen eines Anforderungswertes für die
Fahrzeugfahrgeschwindigkeit umfaßt;
dadurch gekennzeichnet, daß
die Steuerschaltung außerdem eine Einrichtung zum Bestimmen eines Drosselventilstellungswertes umfaßt, der dem Steuersignal (Sc) entspricht, aus einer Fahrkennlinie in Übereinstimmung mit dem erfaßten Anforderungswert der Fahrzeugfahrgeschwindigkeit;
eine in der Steuerschaltung (16) enthaltene Einrichtung zum wiederholten Abtasten der ersten und zweiten elektrischen Signale (V1, V2) und zum Einlesen der abgetasteten Istwerte der Fahrzeugfahrgeschwindigkeit und der Drosselventilstellung in einen Speicher, während das Fahrzeug in einerfahrerbetätigten Betriebsweise fährt, um eine Anzahl von Sätzen von Istwerten anzusammeln, vorgesehen ist, wobei die in den Speicher eingelesenen Istwerte die Fahrkennlinie bestimmen, die die Drosselventilstellung in bezug auf die Fahrzeugfahrgeschwindigkeit definiert.
umfaßt.
ledit véhicule se déplaçant soit dans un mode manuel dans lequel ladite pédale d'accélérateur (26) est associée avec ledit papillon-valve (24) pour déplacer ledit papillon-valve avec le déplacement de ladite pédale d'accélérateur (26), soit dans un mode de commande automatique dans lequel ledit actionneur (22) est associé avec ledit papillon-valve (24) pour déplacer ledit papillon-valve; comprenant les étapes consistant à : détecter une valeur de demande de vitesse de déplacement du véhicule;
produire un premier signal électrique (V1) indicatif de la vitesse de déplacement dudit véhicule; produire un second signal électrique (V2) indicatif du degré d'ouverture dudit papillon-valve (24); caractérisé en ce qu'il consiste à :
déterminer une valeur de position du papillon-valve correspondant audit signal de commande (Sc) à partir d'une caractéristique de fonctionnement, conformément à ladite valeur de demande détectée de vitesse de déplacement de véhicule, pour ainsi maintenir ledit véhicule à ladite vitesse de déplacement demandée lorsque ledit véhicule se déplace dans un mode de commande automatique;
pendant que ledit véhicule se déplace dans un mode manuel, échantillonner de manière répétitive par intervalles de temps des valeurs réelles desdits premier et second signaux électriques (V1, V2) représentant des valeurs réelles de la vitesse de déplacement de véhicule et de position de papillon-valve, lire lesdites valeurs réelles échantillonnées dans une mémoire pour accumuler un certain nombre de groupes desdites valeurs réelles et pour déterminer à partir desdites valeurs échantillonnées ladite caractéristique de fonctionnement qui définit la position de papillon-valve par rapport à la vitesse de déplacement du véhicule.
calculer un écart entre les valeurs de demande et réelle de vitesse de parcours du véhicule; et calculer ladite valeur correspondant audit signal de réglage en fonction dudit écart calculé, ladite fonction étant dérivée de ladite caractéristique déterminée de fonctionnement, pour ainsi remettre ledit écart à zéro.
déterminer des constantes K1 et K2 à partir de ladite caractéristique déterminée de fonctionnement;
calculer un écart AV entre les valeurs de demande et réelle de vitesse de parcours du véhicule; et calculer ladite valeur correspondant audit signal de réglage sous la forme de K1 x (ΔV + K2 j AV dt).
échantillonner une valeur réelle de vitesse de parcours du véhicule en réponse audit signal d'établissement; et
établir ladite valeur de demande de vitesse de parcours du véhicule à ladite valeur réelle échantillonnée sensiblement lors de la production dudit signal d'établissement.
un circuit de commande (16) pour produire un signal de commande (Sc) pour un actionneur (22) afin de commander ledit papillon-valve (24) pour maintenir ledit véhicule à une vitesse de déplacement demandée pendant que ledit véhicule se déplace dans un mode de commande automatique, dans lequel ledit actionneur est associé avec ledit papillon-valve pour déplacer ledit papillon-valve;
une première source de signal (20) pour produire un premier signal électrique indicatif de la vitesse de déplacement dudit véhicule;
une seconde source de signal (28) pour produire un second signal électrique (V2) indicatif du degré d'ouverture dudit papillon-valve (24);
ledit signal de commande comprenant des moyens pour détecter une valeur de demande de la vitesse de déplacement du véhicule;
caractérisé en ce que ledit circuit de commande comprend en outre des moyens pour déterminer une valeur de position de papillon-valve correspondant audit signal de commande (Sc) à partir d'une caractéristique de fonctionnement conformément à ladite valeur de demande détectée de la vitesse de déplacement du véhicule;
et par des moyens compris dans le circuit de commande (16) pour échantillonner de manière répétitive lesdits premier et second signaux électriques (V1, V2), pour lire lesdites valeurs réelles échantillonnées de la vitesse de déplacement de véhicule et de la position de papillon-valve, dans une mémoire pendant que ledit véhicule se déplace dans un mode manuel pour accumuler un certain nombre de groupes desdites valeurs réelles, les valeurs réelles lues dans la mémoire déterminant ladite caractéristique de fonctionnement qui définit la position de papillon-valve par rapport à la vitesse de déplacement de véhicule.